ANNEX STABILITY INFORMATION BOOKLET

Foreword

This document indicates the details which should be provided in the ship's "Stability Information Booklet" so as to ensure compliance with the Merchant Shipping (Load Line) Regulations 199B-see Regulations 32 and 33 and Schedule 6 of Merchant Shipping Notice MSN 1752(M). In an endeavor to "standardise" the presentation of stabiIity information submitted for examination and so expedite its assimilation and approval, the Maritime and Coastguard Agency (MCA) encourages all shipbuilders to adopt this layout (which has been developed following an analysis of the many varied presentations currently submitted) when preparing the "Stability Information Booklet" for their new constructions. Included in this booklet are also details of the Flooding and Damaged Stability requirements for certain types of ships assigned reduced freeboards;-see Regulations 29 and 30 and Schedule 2 paragraph 1 and Schedule 4 Part I paragraph 5.

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INDEX Page 1. General Particulars 2. Plans showing Cargo Spaces, Storerooms and Tanks 3. Special Notes Regarding the Stability and Loading of the Ship 4. Metric Conversions 5. Hydrostatic Particulars 6. Capacities and Centres of Gravity of Cargo Spaces, Storerooms, Crew and Effects 7. Capacities, Centres of Gravity and Free Surface Moments of Oil and Water Tanks (sheet l-Cargo Oil and Oil Fuel) 8. Capacities, Centres of Gravity and Free Surface Moments of Oil and Water Tanks (sheet 2-Engine Room and Fresh + Ballast) 9. Notes on use of Free Surface Moments 10. Container Ships-capacities and centres of gravity 11. Cross Curves of Stability (KN Curves) 12. Example showing use of Cross Curves (KN) 13. Deadweight Scale 14. List of Conditions required 15. Typical Condition Sheet 16. Statical Stability Curve for Condition Simplified Stability Information 1 7. General Note 18. Deadweight Moment Curve + Table 19. Typical Loading Sheet

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Damaged Stability 20. Flooding and Damaged Stability; requirements for Type 'A' and Type 'B' ships I 21. Flooding and Damaged Stability; requirements in the flooded condition 22. Flooding and Damaged Stability; information to be presented from flooding calculations 23. Flooding and Damaged Stability; typical sketches required

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GENERAL PARTICULARS Ships Name Official Number Port of Registry Owners Name and Address Builders Name, Address and Ship Number Date Keel Laid Moulded Dimensions (in metres) Summer Load Draught (in metres) Block Coefficient Displacement (in tonnes) Deadweight (in tonnes) Gross Tonnage Net Tonnage . signal Letters

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General Precautions against Capsizing I 1. Compliance with the stability criteria indicated overleaf does not ensure immunity against capsizing regardless of the circumstances or absolve the master from his responstbilities. Masters should therefore exercise prudence and good seamanship having regard to the season of the year, weather forecasts and the navigational zone and should take the appropriate action as to speed and course warranted by the prevailing circumstances. 2. Care should be taken to ensure that the cargo allocated to the ship is capable of being stowed so that compliance with the criteria can be achieved. If necessary the amount should be limited to the extent that ballast weight may be required. 3. Before a voyage commences care should be taken to ensure that the cargo and sizeable pieces of equipment have been properly stowed or lashed so as to minimize the possibility of both longitudinal and lateral shifting while at sea, under the effect of acceleration caused by rolling and pitching.

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SPECIAL NOTES REGARDING THE STABILITY AND LOADING OF THE SHIP 1. As this ship is required to comply with Schedule 2, Part 1 para. 2 of MSN 1752(M) by the Merchant Shipping (Load Line) Regulations 1998, it is most important to ensure that in any sailing condition the stability complies at least with the following minimum criteria:Statical stability curve

Aarea under curve up to 30 degrees to be not less than 0.055 metre-radians. Barea under curve up to x degrees to be not less than 0.09 metre-radians. Carea between 30 degrees and x degrees to be not less than 0.03 metre radians. x40 degrees or any lesser angle at which the lower edges of any openings in the hull, superstructure or deckhouses which lead below deck and cannot be closed weathertight, would be immersed. . Emaximum GZ to occur at angle not less than 30 degrees and to be at least 0.20 metres in height. Finitial GM to be not less than 0.15 metres. In ships with timber deck cargo 0.05 metres will be permitted. The volume of timber deck cargo may be included in the derivation of the cross curves. 2. In order that the required minimum Bow Height is always maintained the forward draught should not exceed Other Items that should be mentioned as appropriate 3. Sequence of ballasting to ensure adequate stability throughout the voyage. 4. Warning about effects of strong winds upon ships carrying containers or deck cargoes, especially if trading in the Great Lakes. 5. 6 Dangers of icing if engaged in Arctic Waters Any special features regarding the stowage or behaviour of cargo to be carried.

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METRIC CONVERSIONS Metric Equivalents The use of S I (Systeme Internationale) units is strongly recommended. MULTIPLY BY 0.03937 0.3937 3.2808 2.2046 0.0009842 0.9842 2.4998 TO CONVERT FROM TO OBTAIN -

MILLIMETRES CENTIME TRES METRES KILOGRAMMES KILOGRAMMES TONNES(1000 KG) TONNES PER CENTIMETRE (OF IMMERSION) MOMENT TO CHANGE TRIM ONE CENTIMETRE (TONNES METRE UNITS) METRE RADIANS TO OBTAIN

INCHES INCHES FEET POUNDS

25.400 2.5400 0.3048 0.45359

TONS(2240 Ibs.) 1016.047 TONS (2240 Ibs.) 1.016 TONNES PER INCH 0.4000 (IMMERSION) MOMENT.TO 0.122 CHANGE TRIM ONE INCH (FOOT TON UNITS) FEET DEGREES 0.0053 TO CONVERT FROM MULTIPLY BY ABOVE

8.2014

187.9767 -

Relation between Weight and Volume 10 m.m. cubed = 1 cubic centimetre 1 cubic centimetre of freshwater (S.G. 1.0) = 1 gramme 1000 cubic centimetre of freshwater (S.G. 1.0) = 1 Kilogram (1000 grammes) 1 cubic metre of freshwater (S.G. 1.0) = 1 Tonne (1000 Kilos) 1 cubic metre of saltwater (S.G. 1.025) = 1.025 Tonnes 1 tonne of saltwater (S.G. 1.025) = 0.975 Cubic Metres 1 cubic metre = 35.316 cubic feet 1 cubic foot = 0.0283 cubic metres

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NOTES ON USE OF FREE SURFACE MOMENTS I (Given in end column of tables on pages 11 and 12) Provided a tank is completely filled with liquid no movement of the liquid is possible and the effect on the ship's stability is precisely the same as if the tank contained solid material. Immediately a quantity of liquid is withdrawn from the tank the situation changes completely and the stability of the ship is adversely affected by what is known as the "free surface effects". This adverse effect on the stability is referred to as a "loss in G.M." or as a "virtual rise in V.C.G." and is calculated as follows: Free Surface Moment Specific Gravity (tonnes metres) x liquid in Tank Displacement of vessel in Tonnes

Loss in G.M due to Free Surface Effects (in metres)

N.B. The "free surface effects" of a proportion of all oil-fuel, fresh water, feed- water and service tanks should be taken into account in both the Arrival and Departure Conditions.

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CONTAINER SHIPS (Capacities and Centres of Gravity) When a ship is designed for the carriage of containers or pallets the following I information should be provided to enable the sailing condition to be calculated: (i) A 'Container Stowage Plan' showing the disposition and identification arrangement of every container. The size and maximum laden and unladen weight of the various types of container should be indicated. (ii) A 'Tabular Statement' giving the vertical and longitudinal geometric centres of each container in its stowed position.

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LIST OF CONDITIONS REQUIRED The following intact conditions are required for every ship 1. LIGHTSHIP CONDITION This should indicate the items considered as a permanent part of the Lightship. Where permanent ballast is included 2 conditions should be indicated i.e. With Ballast and Without Ballast. 2. BALLAST CONDITION-Departure This should indicate a suitable sea-going ballast condition 2A. BALLAST CONDITION-Arrival 3. HOMOGENEOUS LOADING CONDITION-Departure For this condition all cargo spaces are to be filled with homogeneous cargo such that the ship is loaded down to the Summer load line. This condition will not be required on ships where it is clearly appropriate. The stowage rate should be clearly indicated. 3A. HOMOGENEOUS LOADING CONDITION-Departure and Arrival The arrival condition should indicate that the oil-fuel, fresh water and other consumable stores have been reduced to approximately 10% of their original quantities. 4. SERVICE LOADED CONDITIONS-Departure and Arrival There should be included in the Booklet at least one typical service condition with the ship loaded to the summer load line, and where appropriate the timber summer load line. 5. INFORMATION AS TO LOADING AND BALLASTING OF SHIPS In addition to the conditions listed above it will be necessary to provide in the Booklet guidance for the Master of any ship to which Regulation 33 applies (i.e. ships of more than 150 metres in length specially designed for the carriage of liquid or ore in bulk) to enable him to load the ship in a manner which will avoid the creation of unacceptable stresses in the structure. The maximum permissible stresses should also be indicated. This information is subject to the approval of the Assigning Authority issuing the Load Line Certificate. A copy of the Inclining Test Report will also be required.

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SIMPLIFIED STABILITY INFORMATION A recommended method of presenting stability information in a simplified manner is shown on the next two pages. Either maximum permissable deadweight moments about keel or maximum permissable KG values may be presented; the use of deadweight moments is illustrated. If required, advice on the method of preparing such information can be obtained from any Marine Survey Office.

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FLOODING AND DAMAGED STABILITY REQUIREMENTS FOR HAVING LESS THAN "TABLE B" FREEBOARD Flooding and damage stability requirements General

VESSELS

All ships which are assigned less than Table B basic freeboards should, if over 100 metres in leng th (or 150 metres where Table A applies), be capable of withstanding the flooding of one or more of their main watertight compartments when loaded to the summer load waterline-see Regulation 29 and Schedule 2 paragraph 1, and Schedule 4 paragraph 5(3), (5), (6) and (7) of MSN 1752(M).

Ships over 150 metres but not exceeding 225 metres in length Such ships must be capable of withstanding the flooding of anyone compartment, other than the machinery space, designed to be empty* in the summer load condition. The permeability of the compartment is to be taken as 95 per cent. Ships over 225 metres in length Such ships must be capable of withstanding the flooding of anyone compartment, designed to be empty* in the summer load condition or the machinery space. The permeabilities of the machinery space and other compartments are to be taken as 85 per cent and 95 per cent respectively. * or as shown to be empty in the Stability Information Booklet

Tabular freeboard less than 8 but not less than 8-60 Ships over 100 metres but not exceeding 225 metres in length. Such ship must be capable of withstanding the flooding of anyone compartment (including the machinery space) when loaded to the summer load :waterline. The permeabilities of the machinery space and other compartments , are to be taken as 85 per cent and 95 per cent respectively.

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Tabular Freeboard less than B-60 but not less than B-100 . Ships over 100 metres but not exceeding 225 metres in length - .Such ships must be capable of withstanding the flooding of any two adjacent for and aft compartments, neither of which is the machinery space, when loaded to the summer load waterline. The permeability of each compartment is to be taken as 95 per cent. Ships over 225 metres in length Such ships must be capable of withstanding the flooding of the machinery space alone or any two other adjacent fore and aft compartments. The permeabilities of the machinery space and other compartments are to be taken as 85 per cent and 95 per cent respectively. Requirements in the flooded condition After flooding the ship must be capable of remaining afloat in the following condition of equilibrium: (a) the final waterline after flooding should be below the top of any ventilator coaming, the lower edge of any air pipe opening, the upper edge of the sill of any access opening fitted with a weather-tight door and the lower edge of any other opening through which progressive flooding could take place. (b) The angle of heel due to unsymmetrical flooding should not normally exceed 15 degrees but if no part of the deck is immersed an angle of 1 7 degrees may be accepted. (c) In the case of symmetrical flooding the metacentric height (GM) calculated using the constant displacement method should have a positive value of at least 50 mm in the upright condition after flooding. (d) The residual stability should be not less than that indicated by the statical stability curve shown.

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Information to be presented from flooding calculations In cases where flooding calculations are required as a condition of assignment of freeboard, ie under Schedule 2 paragraph (1) or Schedule 4 paragraph 5(3), (5) and (6) of MSN 1752(M), the MCA will require the following information to be included in the Stability Information Booklet in order to demonstrate compliance: (a) a statement indicating the condition of the ship prior to flooding. This should include the displacement and the centre of gravity of the ship in the light condition. These values must be examined carefully to see that they relate to the results obtained from either the inclining test or detailed weight calculation. (b) A small scale plan showing the compartments assumed to have been flooded (see Figure "). (c) A statement indicating the method of calculation that has been employed to obtain the final results (d) A statement and small scale sketches giving the condition of the ship after flooding indicating: (i) the draughts of the final trim line (see Figure 2). (ii) The final angle of heel, if any, or if the ship remains upright after flooding the value of the metacentric height (GM) (see Figure 3). (iii) The proximity of the final trim line to the nearest opening through which progressive flooding could take place (see Figure 3). (e) A curve of residual stability for the final condition of flooding. (f) A cautionary note on any condition of loading that could be rearranged without affecting the freeboard where such a rearrangement, eg filling of central compartments instead of wing compartments, would place the ship in a more onerous condition should collision damage be sustained.

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